Methods and systems for deploying adjacent trailing edge flaps

ABSTRACT

Systems and methods for deploying adjacent trailing edge flaps that are part of different flap assemblies of different stiffnesses are disclosed. An exemplary method comprises: deploying a first flap of a first flap assembly having a first stiffness by a first deployment amount and deploying a second flap adjacent the first flap by a second deployment amount where the deployment amount of the first flap part of the flap assembly of lower stiffness is greater than the second deployment amount of the second flap part of the flap assembly of higher stiffness. The difference in deployment amounts may be adapted to improve continuity between the first flap and the second flap when the first and second flaps are deployed and subjected to an aerodynamic load.

CROSS-REFERENCE TO RELATED APPLICATIONS

This application relies for priority on U.S. Provisional PatentApplication Ser. No. 62/356,278, entitled “METHODS AND SYSTEMS FORDEPLOYING ADJACENT TRAILING EDGE FLAPS,” filed Jun. 29, 2016, the entirecontent of which is hereby incorporated by reference.

TECHNICAL FIELD

The disclosure relates generally to aircraft high-lift flight controlsurfaces, and more particularly to deploying adjacent trailing edgeflaps of aircraft wings.

BACKGROUND OF THE ART

Flaps are a type of deployable high-lift device used to increase thelift of an aircraft wing at a given airspeed and are usually mounted atthe trailing edge of a wing of a fixed-wing aircraft. Flaps cantypically lower the minimum speed at which the aircraft can be safelyflown. Flaps can also cause an increase in drag so they are typicallyretracted when not needed.

One common type of flap is the “double-slotted” type of flap thatcomprises a forward flap panel and an aft flap panel. The use ofdouble-slotted flaps can require actuation mechanisms of increasedcomplexity but the use of double-slotted flaps can nevertheless bedesirable on some aircraft. On aircraft that have both double-slottedflaps and single-slotted flaps on the same wing, flap continuity in thespanwise direction of the wing is typically interrupted. Suchinterruption in spanwise flap continuity can reduce the effectiveness ofthe flaps.

SUMMARY

In one aspect, the disclosure describes a trailing edge flap system fora wing of an aircraft. The system comprises:

-   -   a first flap assembly including a first flap movably coupled to        a structure of the aircraft wing, the first flap assembly having        a first stiffness;    -   a second flap assembly including a second flap movably coupled        to the structure of the aircraft wing, the second flap being        disposed adjacent the first flap, the second flap assembly        having a second stiffness, the first stiffness of the first flap        assembly being lower than the second stiffness of the second        flap assembly;    -   one or more data processors operatively coupled to cause        deployment of the first flap and of the second flap; and    -   non-transitory machine-readable memory storing instructions        executable by the one or more data processors and configured to        cause the one or more data processors to:    -   using data representative of a flap deployment command, generate        an output for causing deployment of the first flap by a first        deployment amount and for causing deployment of the second flap        by a second deployment amount where the first deployment amount        of the first flap is greater than the second deployment amount        of the second flap.

The greater first deployment amount may be adapted to at least partiallycompensate for a deflection of the first flap assembly relative to thesecond flap assembly when the first flap is deployed and subjected to anaerodynamic load.

A deployment difference between the first deployment amount and thesecond deployment amount may be adapted to improve continuity betweenthe first flap and the second flap when the first flap and the secondflap are deployed and subjected to an aerodynamic load.

The instructions may be configured to cause the one or more dataprocessors to generate the output for causing simultaneous deployment ofthe first flap and second flap.

The first flap may be double-slotted and second flap may besingle-slotted.

The first flap may be disposed inboard of the second flap relative tothe aircraft wing.

An outboard edge of the first flap and an inboard edge of the secondflap may be substantially parallel when the first flap and the secondflap are substantially retracted.

A first trailing edge portion of the aircraft wing defined by the firstflap may be non-parallel to a second trailing edge portion of theaircraft wing defined by the second flap.

The second flap may be configured for generally streamwise deploymentrelative to the aircraft wing.

The first flap assembly may comprise one or more first tracks forguiding the deployment of the first flap; and the second flap assemblymay comprise one or more second tracks for guiding the deployment of thesecond flap where the one or more first tracks and the one or moresecond tracks are at least partially embedded in the first flap andsecond flap respectively.

The instructions may be configured to cause the one or more dataprocessors to determine the first deployment amount of the first flapbased on an operating parameter of the aircraft.

The instructions may be configured to cause the one or more dataprocessors to determine the first deployment amount of the first flapbased on an airspeed of the aircraft.

In another aspect, the disclosure describes a system for deployingadjacent trailing edge flaps movably coupled to an aircraft wing wherethe adjacent trailing edge flaps are part of different flap assemblieshaving different stiffnesses. The system comprises:

-   -   one or more data processors operatively coupled to cause        deployment of a first flap and of a second flap where the first        flap is adjacent the second flap and where the first flap is        part of a first flap assembly having a first stiffness and the        second flap is part of a second flap assembly having a second        stiffness where the first stiffness of the first flap assembly        is lower than the second stiffness of the second flap assembly;        and non-transitory machine-readable memory storing instructions        executable by the one or more data processors and configured to        cause the one or more data processors to:    -   using data representative of a flap deployment command, generate        an output for causing deployment of the first flap by a first        deployment amount and for causing deployment of the second flap        by a second deployment amount where the first deployment amount        of the first flap is greater than the second deployment amount        of the second flap.

The greater first deployment amount may be adapted to at least partiallycompensate for a deflection of the first flap assembly relative to thesecond flap assembly when the first flap is deployed and subjected to anaerodynamic load.

A deployment difference between the first deployment amount and thesecond deployment amount may be adapted to improve continuity betweenthe first flap and the second flap when the first flap and the secondflap are deployed and subjected to an aerodynamic load.

The instructions may be configured to cause the one or more dataprocessors to generate the output for causing simultaneous deployment ofthe first flap and second flap.

The instructions may be configured to cause the one or more dataprocessors to determine the first deployment amount of the first flapbased on an operating parameter of the aircraft.

The instructions may be configured to cause the one or more dataprocessors to determine the first deployment amount of the first flapbased on an airspeed of the aircraft.

In another aspect, the disclosure describes a method for deployingadjacent trailing edge flaps movably coupled to an aircraft wing duringflight where the adjacent trailing edge flaps are part of different flapassemblies having different stiffnesses. The method comprises:

-   -   deploying a first flap of a first flap assembly having a first        stiffness by a first deployment amount; and    -   deploying a second flap adjacent the first flap by a second        deployment amount, the second flap being part of a second flap        assembly having a second stiffness, the first stiffness of the        first flap assembly being lower than the second stiffness of the        second flap assembly and the first deployment amount of the        first flap being greater than the second deployment amount of        the second flap.

The greater first deployment amount may be adapted to at least partiallycompensate for a deflection of the first flap assembly relative to thesecond flap assembly when the first flap is deployed and subjected to anaerodynamic load.

A deployment difference between the first deployment amount and thesecond deployment amount may be adapted to improve continuity betweenthe first flap and the second flap when the first flap and the secondflap are deployed and subjected to an aerodynamic load.

The first flap may be double-slotted and second flap may besingle-slotted.

The first flap may be disposed inboard of the second flap relative tothe aircraft wing.

An outboard edge of the first flap and an inboard edge of the secondflap may be substantially parallel when the first flap and the secondflap are substantially retracted.

A first trailing edge portion of the aircraft wing defined by the firstflap may be non-parallel to a second trailing edge portion of theaircraft wing defined by the second flap.

The method may comprise deploying the second flap in a generallystreamwise direction relative to the aircraft wing.

The method may comprise deploying the first flap and the second flapsimultaneously.

The method may comprise determining the first deployment amount of thefirst flap based on an operating parameter of the aircraft.

The method may comprise determining the first deployment amount of thefirst flap based on an airspeed of the aircraft.

In another aspect, the disclosure describes a trailing edge flap systemfor a wing of an aircraft. The system comprises:

-   -   a first flap assembly including a first flap movably coupled to        a structure of the aircraft wing, the first flap assembly having        a first stiffness, the first flap assembly being configured to        guide the first flap to a first deployed position based on a        flap deployment command; and    -   a second flap assembly including a second flap movably coupled        to the structure of the aircraft wing, the second flap being        disposed adjacent the first flap, the second flap assembly        having a second stiffness, the first stiffness of the first flap        assembly being lower than the second stiffness of the second        flap assembly, the second flap assembly being configured to        guide the second flap to a second deployed position based on the        flap deployment command, the first deployed position of the        first flap being adapted to compensate for an expected        deflection of the first flap assembly under an aerodynamic load        to improve continuity between the first flap and the second flap        when the first flap and the second flap are deployed based on        the flap deployment command.

The first deployment position of the first flap may be adapted tocompensate for different expected deflections of the first flap assemblyand of the second flap assembly.

The first flap may be double-slotted and second flap may besingle-slotted.

The first flap may be disposed inboard of the second flap relative tothe aircraft wing.

An outboard edge of the first flap and an inboard edge of the secondflap may be substantially parallel when the first flap and the secondflap are substantially retracted.

A first trailing edge portion of the aircraft wing defined by the firstflap may be non-parallel to a second trailing edge portion of theaircraft wing defined by the second flap.

The second flap may be configured for generally streamwise deploymentrelative to the aircraft wing.

The first flap assembly may comprise one or more first tracks forguiding the deployment of the first flap; and the second flap assemblymay comprise one or more second tracks for guiding the deployment of thesecond flap where the one or more first tracks and the one or moresecond tracks are at least partially embedded in the first flap andsecond flap respectively.

In another aspect, the disclosure describes a method for deployingadjacent trailing edge flaps movably coupled to an aircraft wing duringflight where the adjacent trailing edge flaps are part of different flapassemblies having different stiffnesses. The method comprises:

-   -   deploying a first flap of a first flap assembly having a first        stiffness to a first deployed position in response to a flap        deployment command; and    -   deploying a second flap adjacent the first flap to a second        deployed position in response to the flap deployment command,        the second flap being part of a second flap assembly having a        second stiffness, the first stiffness of the first flap assembly        being lower than the second stiffness of the second flap        assembly and the first deployed position of the first flap being        adapted to compensate for an expected deflection of the first        flap assembly under an aerodynamic load to improve continuity        between the first flap and the second flap when the first flap        and the second flap are deployed in response to the flap        deployment command.

The first deployment position of the first flap may be adapted tocompensate for different expected deflections of the first flap assemblyand of the second flap assembly.

The first flap may be double-slotted and second flap may besingle-slotted.

The first flap may be disposed inboard of the second flap relative tothe aircraft wing.

An outboard edge of the first flap and an inboard edge of the secondflap may be substantially parallel when the first flap and the secondflap are substantially retracted.

A first trailing edge portion of the aircraft wing defined by the firstflap may be non-parallel to a second trailing edge portion of theaircraft wing defined by the second flap.

The method may comprise deploying the second flap in a generallystreamwise direction relative to the aircraft wing.

The method may comprise determining the first deployment position of thefirst flap based on an operating parameter of the aircraft.

The method may comprise determining the first deployment position of thefirst flap based on an airspeed of the aircraft.

In another aspect, the disclosure describes a trailing edge assembly foran aircraft wing. The trailing edge assembly comprises:

-   -   a double-slotted flap movably coupled to a structure of the        aircraft wing, the double-slotted flap having an outboard edge;        and    -   a single-slotted flap movably coupled to the structure of the        aircraft wing, the single-slotted flap being disposed outboard        of the double-slotted flap and adjacent the double-slotted flap,        the single-slotted flap having an inboard edge, the inboard edge        of the single-slotted flap being substantially parallel to the        outboard edge of the double-slotted flap when the double-slotted        flap and the single-slotted flap are retracted.

A first trailing edge portion of the aircraft wing defined by the firstflap may be non-parallel to a second trailing edge portion of theaircraft wing defined by the second flap.

The single-slotted flap may be configured for generally streamwisedeployment relative to the aircraft wing.

The assembly may comprise:

-   -   one or more first tracks for guiding the deployment of the        double-slotted flap; and    -   one or more second tracks for guiding the deployment of the        single-slotted flap, the one or more first tracks and the one or        more second tracks being at least partially embedded in the        double-slotted flap and in the single-slotted flap respectively.

The double-slotted flap may be part of a first flap assembly having afirst stiffness and the single-slotted flap may be part of a second flapassembly having a second stiffness. The first stiffness of the firstflap assembly may be lower than the second stiffness of the second flapassembly.

In a further aspect, the disclosure describes an aircraft comprising atrailing edge flap system as disclosed herein.

In a further aspect, the disclosure describes an aircraft comprising anassembly as disclosed herein.

Further details of these and other aspects of the subject matter of thisapplication will be apparent from the drawings and detailed descriptionincluded below.

DESCRIPTION OF THE DRAWINGS

Reference is now made to the accompanying drawings, in which:

FIG. 1 is a top plan view of an exemplary aircraft comprising a flapsystem as disclosed herein;

FIG. 2 is a schematic representation of an exemplary flap system asdisclosed herein;

FIG. 3A is a top plan view of an inboard flap and an outboard flap ofthe flap system of FIG. 2 in a retracted position;

FIG. 3B is a top plan view of the inboard flap and the outboard flap ofFIG. 3A in a deployed position;

FIG. 4A shows a schematic representation of an outboard edge of theinboard double-slotted flap and an adjacent inboard edge of the outboardsingle-slotted flap of FIGS. 3A and 3B in a deployed configuration andin a no-load condition;

FIG. 4B shows a schematic representation of the outboard edge of thedouble-slotted inboard flap together with the adjacent inboard edge ofthe single-slotted outboard flap deployed by the same amounts as shownin FIG. 4A but in a situation where the inboard flap and the outboardflap are under an aerodynamic load;

FIG. 5A shows a schematic representation of an outboard edge of anexemplary single-slotted inboard flap together with an adjacent inboardedge of an exemplary single-slotted outboard flap in a deployedconfiguration and in a no-load condition;

FIG. 5B shows a schematic representation of the outboard edge of theinboard flap together with the adjacent inboard edge of the outboardflap of FIG. 5A deployed by the same amounts as shown in FIG. 5A but ina situation where the inboard flap and the outboard flap are under anaerodynamic load;

FIG. 6A shows a schematic representation of an outboard edge of anexemplary double-slotted inboard flap together with an adjacent inboardedge of an exemplary double-slotted outboard flap in a deployedconfiguration and in a no-load condition;

FIG. 6B shows a schematic representation of the outboard edge of theinboard flap together with the adjacent inboard edge of the outboardflap of FIG. 6A deployed by the same amounts as shown in FIG. 6A but ina situation where the inboard flap and the outboard flap are under anaerodynamic load;

FIG. 7 is a flowchart illustrating an exemplary method for deployingadjacent trailing edge flaps of an aircraft wing; and

FIG. 8 is a flowchart illustrating another exemplary method fordeploying adjacent trailing edge flaps of an aircraft wing.

DETAILED DESCRIPTION

The present disclosure relates to configurations of high-lift devicessuch as trailing edge flaps and also to systems and methods foractuating such trailing edge flaps. In some embodiments, the systems andmethods disclosed herein may relate to the configuration and deploymentof adjacent trailing edge flaps that are part of different assemblieshaving different stiffnesses in order to improve spanwise flapcontinuity. In some embodiments, the systems and methods disclosedherein may relate to the configuration and deployment of adjacentdouble-slotted flaps and single-slotted flaps that improve spanwise flapcontinuity. In some embodiments, the systems and methods disclosedherein may contribute toward improving the effectiveness of trailingedge flaps and toward wing constructions that promote efficiency andfuel economy of an aircraft.

Aspects of various embodiments are described through reference to thedrawings.

FIG. 1 is a top plan view of an exemplary aircraft 10 which may comprisea trailing edge flap system as disclosed herein. Aircraft 10 may be anytype of aircraft such as corporate (e.g., business jet), private,commercial and passenger aircraft. For example, aircraft 10 may be anarrow-body, twin-engine jet airliner. Aircraft 10 may be a fixed-wingaircraft. Aircraft 10 may comprise one or more wings 12, fuselage 14,one or more engines 16 and empennage 18 of known or other type. One ormore of engines 16 may be mounted to fuselage 14. Alternatively, or inaddition, one or more of engines 16 may be mounted to wings 12 orotherwise mounted to aircraft 10. Wings 12 may each include one or moreflight control surfaces such as aileron(s) 20, leading edge slat(s) 22,spoiler(s) 24 and trailing edge flap(s) 26, 28. Leading edge slats 22and trailing edge flaps 26, 28 may be considered “high-lift” flightcontrol surfaces that may be deployed to increase the amount of liftgenerated by wings 12 during landing, take-off and/or during any otherappropriate phases of flight or conditions requiring increased lift. Oneor more trailing edge flaps 26, 28 may be disposed at or near a trailingedge of each wing 12 and may define at least a portion of a trailingedge of each wing 12.

Inboard trailing edge flaps 26 may be disposed inboard of outboardtrailing edge flaps 28 in relation to wing 12 and are referredhereinafter in the singular as “inboard flap 26”. In some embodiments,inboard flap 26 may be disposed in an inboard section of wing 12 alsoknown as a “Yehudi” section of wing 12. Outboard trailing edge flaps 28may be disposed outboard of inboard trailing edge flaps 26 and arereferred hereinafter in the singular as “outboard flap 28”. Referencesmade herein to “inboard” and “outboard” are made in to indicate relativepositioning along the span of wings 12 with respect to fuselage 14 where“inboard” is understood to mean toward a root of wing 12 and “outboard”is understood to mean toward a tip of wing 12.

A trailing edge of wing 12 may have a varying sweep angle along the spanof wing 12 relative to a longitudinal axis of fuselage 14. For example,an inboard trailing edge portion of wing 12 defined by inboard flap 26may be less swept than an outboard trailing edge portion of wing 12defined by outboard flap 28. Accordingly, the trailing edge portion ofwing 12 defined by inboard flap 26 may be non-parallel to the trailingedge portion of wing 12 defined by outboard flap 28.

As explained below, inboard flap 26 may be part of an inboard flapassembly 27 that has a lower stiffness than an outboard flap assembly 29to which outboard flap 28 may be part of. For example, in someembodiments, inboard flap 26 may be a double-slotted flap of known orother type and outboard flap 28 may be a single-slotted flap of known orother type. The different types of actuation mechanisms associated withthe deployment and/or retraction of single-slotted outboard flap 28 anddouble-slotted inboard flap 26 may contribute toward the difference instiffness between outboard flap assembly 29 and inboard flap assembly27. It is understood that aspects of this disclosure are also applicableto configurations where outboard flap assembly 29 would have a lowerstiffness than inboard flap assembly 27.

The term “stiffness” as used herein is intended to represent aresistance to deformation of an elastic body in response to an appliedforce. For an elastic body with a single degree of freedom for example,a stiffness k may be represented as “k=F/δ” where “F” is the forceapplied on the body and “δ” is the displacement produced by the forcealong the same degree of freedom. Therefore, higher and lowerstiffnesses are intended to represent higher and lower resistances todeformation respectively. In relation to flap assemblies 27, 29,stiffness may represent the resistance to displacement of inboard flap26 and outboard flap 28 respectively along one or more degrees offreedom when subjected to an aerodynamic load.

The term “adjacent” as used herein in relation to the relationshipbetween inboard flap 26 and outboard flap 28 is intended to encompass aproximal relative positioning of inboard flap 26 and outboard flap 28such that, even though they may not contact each other, they aredisposed immediately next to each other without any intermediatespacer(s) or other fixed surface(s) disposed between them.

FIG. 2 is a schematic representation of an exemplary flap system 30 ofaircraft 10 as disclosed herein. Flap system 30 may permit thedeployment of adjacent inboard flap 26 and outboard flap 28 in a mannerthat improves spanwise flap continuity between inboard flap 26 andoutboard flap 28 even though inboard flap 26 and outboard flap 28 may bepart of flap assemblies 27, 29 of different stiffnesses. In someembodiments, inboard flap 26 and outboard flap 28 may be of differenttypes (e.g., double-slotted and single-slotted). Accordingly, the use offlap system 30 may improve the spanwise flap continuity between inboarddouble-slotted flap 26 and adjacent outboard single-slotted flap 28 whenflaps 26 and 28 are deployed together. It is understood that the use offlap system 30 is not limited to single-slotted flaps and double-slottedflaps and could be used with flaps of other types. For example, in someembodiments, flap system 30 may be used to improve the spanwisecontinuity between adjacent flaps of any known or other types that maybe part of flap assemblies of different stiffnesses.

Double-slotted inboard flap 26 may comprise first panel 26A and secondpanel 26B movable relative to first panel 26A. First panel 26A maycomprise a forward panel of double-slotted flap 26 and second panel 26Bmay comprise an aft panel of double-slotted flap 26. In someembodiments, first panel 26A may define a larger surface area forinteracting with the air than second panel 26B. For example, first panel26A may have a longer chord length than second panel 26B in someembodiments. Alternatively, in some embodiments, first panel 26A maydefine a smaller surface area for interacting with the air than secondpanel 26B.

As shown schematically in FIG. 2, flap system 30 may, in someembodiments, comprise inboard flap actuators 34 (referred hereinafter inthe singular) and to outboard flap actuators 36 (referred hereinafter inthe singular) respectively associated with inboard flap 26 and outboardflap 28. Inboard flap actuator 34 and outboard flap actuator 36 may beof known or other types and may, for example, comprise one or morehydraulic actuators, one or more electric actuators or both one or morehydraulic actuators and one or more electric actuators.

Even though FIG. 2 only shows a single inboard flap 26 and a singleoutboard flap 28 from one of wings 12, it is understood that flap system30 may comprise additional flaps including inboard flap(s) 26 andoutboard flap(s) 28 from the counterpart wing 12 on the opposite side offuselage 14. In some embodiments of flap system 30, inboard flapactuator 34 and outboard flap actuator 36 may be used to separately orsimultaneously actuate inboard flap 26 and outboard flap 28. However, insome embodiments, inboard flap 26 and outboard flap 28 may be actuatedby one or more common actuators.

Flap system 30 may be disposed onboard of aircraft 10 and may compriseone or more computers 32 (referred hereinafter in the singular)operatively coupled to inboard flap actuator 34 and to outboard flapactuator 36. It is understood that computer 32 may be directly orindirectly (e.g., via intermediate device(s)) operatively coupled toinboard flap actuator 34 and outboard flap actuator 36 so as to impartsome control over the operation of inboard flap 26 and outboard flap 28.Computer 32 may comprise one or more data processors 38 (referredhereinafter in the singular) of known or other type and which may beused to perform methods disclosed herein in entirety or in part. In someembodiments, methods disclosed herein may be performed using a singledata processor 38 or, alternatively, parts of the methods disclosedherein could be performed using multiple data processors 38. Computer 32may comprise machine-readable memory 40 storing instructions 42executable by data processor 38 and configured to cause data processor38 to carry out one or more tasks associated with the deployment andoptionally the retraction of inboard flap 26 and of outboard flap 28during operation (e.g., flight) of aircraft 10.

For example, computer 32 may receive input(s) 44 in the form of data orinformation that may be processed by data processor 38 based oninstructions 42 in order to generate output 46. For example, input 44may comprise information (data) representative of a commanded flapdeployment amount (e.g., flap setting). In some embodiments, input 44may comprise one or more signals representative of an input receivedfrom a pilot of aircraft 10 via input device 48 for example. Inputdevice 48 may be of the type known as “flap selector” typically used bya pilot to command a flap deployment amount. For example, input device48 may be used by a pilot to select a particular flap settingrepresented by tick marks 50 suitable for the particular phase of flightof aircraft 10. Alternatively, input 44 may be provided (e.g.,automatically) by another computer or control system of aircraft 10.Alternatively, input 44 could also be produced/derived within computer32 and subsequently used by data processor 38. Input 44 may berepresentative of a commanded deployment amount for inboard flap 26and/or outboard flap 28.

Computer 32 may be part of an avionics suite of aircraft 10. Forexample, in some embodiments, computer 32 may carry out additionalfunctions than those described herein. In some embodiments, flap system30 may be part of a fly-by-wire control system of known or other typefor aircraft 10.

Data processor 38 may comprise any suitable device(s) configured tocause a series of steps to be performed by computer 32 so as toimplement a computer-implemented process such that instructions 42, whenexecuted by computer 32, may cause the functions/acts specified in themethods described herein to be executed. Data processor 38 may comprise,for example, any type of general-purpose microprocessor ormicrocontroller, a digital signal processing (DSP) processor, anintegrated circuit, a field programmable gate array (FPGA), areconfigurable processor, other suitably programmed or programmablelogic circuits, or any combination thereof.

Memory 40 may comprise any suitable known or other machine-readablestorage medium. Memory 40 may comprise non-transitory computer readablestorage medium such as, for example, but not limited to, an electronic,magnetic, optical, electromagnetic, infrared, or semiconductor system,apparatus, or device, or any suitable combination of the foregoing.Memory 40 may include a suitable combination of any type of computermemory that is located either internally or externally to computer 32.Memory 40 may comprise any storage means (e.g. devices) suitable forretrievably storing machine-readable instructions 42 executable by dataprocessor 38.

Various aspects of the present disclosure may be embodied as systems,devices, methods and/or computer program products. Accordingly, aspectsof the present disclosure may take the form of an entirely hardwareembodiment, an entirely software embodiment (including firmware,resident software, micro-code, etc.) or an embodiment combining softwareand hardware aspects. Furthermore, aspects of the present disclosure maytake the form of a computer program product embodied in one or morenon-transitory computer readable medium(ia) (e.g., memory 40) havingcomputer readable program code (e.g., instructions 42) embodied thereon.The computer program product may, for example, be executed by computer32 to cause the execution of one or more methods disclosed herein inentirety or in part.

Computer program code for carrying out operations for aspects of thepresent disclosure in accordance with instructions 42 may be written inany combination of one or more programming languages, including anobject oriented programming language such as Java, Smalltalk, C++ or thelike and conventional procedural programming languages, such as the “C”programming language or other programming languages. Such program codemay be executed entirely or in part by computer 32 or other dataprocessing device(s). It is understood that, based on the presentdisclosure, one skilled in the relevant arts could readily writecomputer program code for implementing the methods disclosed herein.

In various embodiments, and as explained further below, instructions 42may be configured to cause data processor 38 to: using datarepresentative of a flap deployment command (e.g., input 44), generateoutput(s) 46 (referred hereinafter in the singular) for causingdeployment of inboard flap 26 by a first deployment amount via inboardflap actuator 34, and, for causing deployment of outboard flap 28 by asecond deployment amount via outboard flap actuator 36 where the firstdeployment amount of inboard flap 26 is greater than the seconddeployment amount of outboard flap 28. Alternatively, if inboard flapassembly 27 has a greater stiffness than outboard flap assembly 29,output 46 from computer 32 may be configured to cause the deploymentamount of outboard flap 28 to be greater than the deployment amount ofinboard flap 26. The differential deployment of inboard flap 26 andoutboard flap 28 may be done to compensate for a difference in stiffnessbetween inboard flap assembly 27 and outboard flap assembly 29 in orderto improve spanwise flap continuity when inboard flap 26 and outboardflap 28 are deployed.

In various embodiments, input 44 may comprise other data including oneor more operating parameters associated with aircraft 10. For example,input 44 may comprised sensed data associated with one or more systemsof aircraft 10. For example, input 44 may comprise an operatingparameter of aircraft 10 that may be indicative of an expectedaerodynamic load or deflection on one or both of inboard flap 26 andoutboard flap 28. Such operating parameter may be used by computer 32 todetermine a suitable deployment amount for one or both of inboard flap26 and outboard flap 28 based on the deflection(s) expected under suchaerodynamic load. Accordingly, the deployment amount(s) for inboard flap26 and/or outboard flap 28 may be variable based on (e.g., as a functionof) the operating parameter. In some embodiments, the operatingparameter may, for example, comprise an airspeed of aircraft 10. In someembodiments, the operating parameter may, for example, comprise a (e.g.,substantially real-time) measured deflection of inboard flap 26 and/orof outboard flap 28.

FIG. 3A is a top plan view of inboard flap 26 and outboard flap 28 offlap system 30 in a retracted position and FIG. 3B is a top plan view ofinboard flap 26 and outboard flap 28 in a deployed position. Inreference to FIG. 3A, inboard flap 26 and outboard flap 28 may each bemovably coupled to one or more structural elements 52 of wing 12.Structural element(s) 52 may, for example, comprise a spar of wing 12 orany other suitable structure.

Inboard flap 26 may be movably coupled to structural element 52 via oneor more inboard tracks 54A-54C and associated carriages (not shown) orother coupling means of known or other types. Inboard tracks 54A-54C mayguide the deployment and retraction of inboard flap 26. Inboard tracks54A-54C may be considered part of inboard flap assembly 27 and maycontribute to an overall stiffness of inboard flap assembly 27. Inboardtracks 54A-54C may be at least partially embedded in inboard flap 26 sothat at least part of inboard tracks 54A-54C may be received intoinboard flap 26 via cut-outs 56 formed in inboard flap 26 so that anoverall height/thickness of inboard flap assembly 27 may be reduced.

Similarly, outboard flap 28 may be movably coupled to structural element52 via one or more outboard tracks 58A-58D and associated carriages (notshown) or other coupling means of known or other types. Outboard tracks58A-58D may guide the deployment and retraction of outboard flap 28.Outboard tracks 58A-58D may be considered part of outboard flap assembly29 and may contribute to an overall stiffness of outboard flap assembly29. Outboard tracks 58A-58D may be at least partially embedded inoutboard flap 28 so that at least part of outboard tracks 58A-58D may bereceived into inboard flap 28 via cut-outs 60 formed in outboard flap 28so that an overall height/thickness of outboard flap assembly 29 mayalso be reduced.

Outboard flap 28 may be adjacent inboard flap 26 so that no intermediate(e.g., pie-shaped) spacer or other fixed surface(s) may be disposedbetween outboard flap 28 and inboard flap 26. Even though outboard flap28 and inboard flap 26 may be adjacent, they may not necessarily contacteach other when they are retracted, deployed or during deployment orretraction. For example, a relatively narrow gap may be disposed betweenoutboard flap 28 and inboard flap 26 to permit actuation of outboardflap 28 and inboard flap 26 without interference with each other. Forexample, in some embodiments, outboard edge 62 of inboard flap 26 andinboard edge 64 of outboard flap 28 may be substantially parallel whenoutboard flap 28 and inboard flap 26 are substantially retracted asviewed from a top view of wing 12 as shown in FIG. 3A.

In reference to FIG. 3B, inboard flap 26 and outboard flap 28 may beconfigured for generally streamwise deployment relative to aircraft wing12 (e.g., see arrow “S”). For example, inboard tracks 54A-54C may beoriented to permit streamwise deployment of inboard flap 26. Similarly,tracks 58A-58D may be oriented to permit streamwise deployment ofoutboard flap 28. In some embodiments, an actuation mechanism ofoutboard flap assembly 29 may be configured to cause outboard flap 28 toundergo a conical movement when being deployed in the streamwisedirection.

Due at least in part to their different constructions (e.g., differenttypes of flaps, different actuation mechanisms), inboard flap assembly27 and outboard flap assembly 29 may have different stiffnesses. Forexample, inboard flap assembly 27 including double-slotted inboard flap26 may have a lower stiffness than outboard flap assembly 29 includingsingle-slotted outboard flap 28. FIG. 3B shows inboard flap 26 andoutboard flap 28 being in a substantially fully deployed configurationin a situation where little to no aerodynamic load is applied to inboardflap 26 and outboard flap 28 for the purpose of illustration only. Forexample, such situation may correspond to aircraft 10 being stationaryor moving at relatively low speed on the ground. Under this “no-load”condition, gap D1 is formed between inboard flap 26 and outboard flap 28when they are deployed. However, as explained below, when an aerodynamicload is applied to inboard flap assembly 27 and outboard flap assembly29, gap D1 may be significantly reduced and spanwise flap continuitybetween inboard flap 26 and outboard flap 28 may be improved.

FIG. 4A shows a schematic representation of outboard edge 62 of inboardflap 26 together with adjacent inboard edge 64 of outboard flap 28 in adeployed configuration and in a no-load condition. In this example,inboard flap 26 is deployed by a greater amount (i.e., to a differentdeployed position) than outboard flap 28. For example, for a given flapsetting commanded via flap selector 48 (shown in FIG. 2), computer 32(shown in FIG. 2) may cause outboard flap 28 to be deployed to a30-degree position and also cause inboard flap to be deployed to a33-degree position. As shown in FIG. 4A, the differential deployment ofinboard flap 26 and outboard flap 28 may, under little to no aerodynamicload, cause some spanwise discontinuity represented by gap D1 betweeninboard edge 64 of outboard flap 28 and outboard edge 62 of forward flappanel 26A of inboard flap 26.

FIG. 4B shows a schematic representation of outboard edge 62 of inboardflap 26 together with adjacent inboard edge 64 of outboard flap 28 beingdeployed by the same amounts shown in FIG. 4A but in a situation whereinboard flap 26 and outboard flap 28 are under an aerodynamic load dueto the influence of a flow of air (see arrow labelled “AIR FLOW” in FIG.4B) when aircraft 10 is in flight for example. Since inboard flapassembly 27 has a lower stiffness than outboard flap assembly 29 in theillustrated example, the aerodynamic load applied to inboard flap 26 andoutboard flap 28 may cause inboard flap 26 to deflect by a greateramount than outboard flap 28 under the influence of the flow of air. Asshown in FIG. 4B, the difference in deflection between inboard flap 26and outboard flap 28 may cause the size of gap D1 to be reduced andimprove flap continuity during flight despite the difference indeployment amounts between inboard flap 26 and outboard flap 28. For thepurpose of illustration, inboard edge 64 of outboard flap 28 andoutboard edge 62 of first panel 26A of inboard flap 26 are shown asbeing superimposed.

In some embodiments, the greater deployment amount of inboard flap 26may be adapted to at least partially compensate for a greater deflectionof inboard flap 26 when inboard flap 26 is deployed and subjected to anaerodynamic load. For example, a difference in commanded deploymentbetween the commanded deployment of inboard flap 26 and the commendeddeployment of outboard flap 28 may be adapted to at least partiallycompensate for a greater deflection of inboard flap 26 in order toimprove spanwise continuity between inboard flap 26 and outboard flap 28when inboard flap 26 and outboard flap 28 are deployed and subjected toan aerodynamic load as shown in FIG. 4B. For example, the difference indeployment amounts may be based on predetermined amounts of deflectionof both inboard flap 26 and of outboard flap 28 under a predeterminedaerodynamic load.

In some embodiments, output 36 from computer 32 may be representative ofdifferent individual commanded deployment amounts/positions for inboardflap 26 and outboard flap 28 that are either predetermined (e.g., from alook-up table) based on a commanded flap setting (e.g., via flapselector 48 in FIG. 2), or, that are determined based on one or moreoperating parameters (e.g., airspeed, measured deflection of a flap) ofaircraft 10 and on the commanded flap setting.

Alternatively, output 46 from computer 32 may not be representative ofdifferential deployment between inboard flap 26 and outboard flap 28.For example, such differential deployment may instead be built intoinboard flap assembly 27 and outboard flap assembly 29 so thatdifferential deployment may be achieved automatically (passively)irrespective of output 46 from computer 32. For example, in theembodiment illustrated in FIGS. 3A and 3B, inboard tracks 54A-54C may beconfigured differently (e.g., be longer or define different guidepath(s)) from outboard tracks 58A-58D so that a generic deploymentcommand generated by computer 32 via output 46 may result in inboardflap 26 and outboard flap 28 being deployed to different respectivepositions by virtue of the different mechanical arrangements of inboardflap assembly 27 and outboard flap assembly 29. In other words, thedifferential deployment of inboard flap 26 and outboard flap 28 used tocompensate for the differential deflection of inboard flap assembly 27and outboard flap assembly 29 under load may be built into the design ofinboard flap assembly 27 and outboard flap assembly 29 based on expectedaerodynamic loads and associated deflections during operation ofaircraft 10. Such expected aerodynamic loads and associated deflectionsmay be determined empirically or by numerical modelling. Accordingly, adeployed position of inboard flap 26 may be adapted to compensate for anexpected deflection of inboard flap assembly 27 under an aerodynamicload to improve continuity between inboard flap 26 and outboard flap 28when inboard flap 26 and outboard flap 28 are deployed in response to ageneric flap deployment command.

FIGS. 5A and 5B are analogous to FIGS. 4A and 4B respectively exceptwhere inboard flap 26 is single-slotted and outboard flap 28 is alsosingle-slotted. Aspects described above in relation to FIGS. 4A and 4Bare also applicable to FIGS. 5A and 5B. FIG. 5A shows a schematicrepresentation of outboard edge 62 of inboard flap 26 together withadjacent inboard edge 64 of outboard flap 28 in a deployed configurationand in a no-load condition where inboard flap 26 is deployed by agreater amount (i.e., to a different deployed position) than outboardflap 28. FIG. 5B shows a schematic representation of outboard edge 62 ofinboard flap 26 together with adjacent inboard edge 64 of outboard flap28 being deployed by the same amounts shown in FIG. 5A but in asituation where inboard flap 26 and outboard flap 28 are under anaerodynamic load due to the influence of a flow of air (see arrowlabelled “AIR FLOW” in FIG. 5B) when aircraft 10 is in flight forexample. For the purpose of illustration, inboard edge 64 of outboardflap 28 and outboard edge 62 of inboard flap 26 are shown as beingsuperimposed in FIG. 5B.

FIGS. 6A and 6B are analogous to FIGS. 4A and 4B respectively exceptwhere inboard flap 26 is double-slotted and outboard flap 28 is alsodouble-slotted. Aspects described above in relation to FIGS. 4A and 4Bare also applicable to FIGS. 6A and 6B. FIG. 6A shows a schematicrepresentation of outboard edge 62 of inboard flap 26 together withadjacent inboard edge 64 of outboard flap 28 (i.e., first panel 28A andsecond panel 28B) in a deployed configuration and in a no-load conditionwhere inboard flap 26 is deployed by a greater amount (i.e., to adifferent deployed position) than outboard flap 28. FIG. 6B shows aschematic representation of outboard edge 62 of inboard flap 26 togetherwith adjacent inboard edge 64 of outboard flap 28 being deployed by thesame amounts shown in FIG. 6A but in a situation where inboard flap 26and outboard flap 28 are under an aerodynamic load due to the influenceof a flow of air (see arrow labelled “AIR FLOW” in FIG. 6B) whenaircraft 10 is in flight for example. For the purpose of illustration,inboard edge 64 of outboard flap 28 and outboard edge 62 of inboard flap26 are shown as being superimposed in FIG. 6B.

FIG. 7 is a flowchart illustrating an exemplary method 700 for deployingadjacent trailing edge flaps 26, 28 movably coupled to wing 12 ofaircraft 10 during flight where trailing edge flaps 26, 28 are part ofdifferent flap assemblies 27, 29 having different stiffnesses. Method700 may be conducted with flap system 30 described above or with anothersuitable system. Accordingly, aspects of flap system 30 described abovemay also apply to method 700 and vice versa. In various embodiments,method 700 may comprise: deploying a first flap (e.g., inboard flap 26)of a first flap assembly (e.g., inboard flap assembly 27) having a firststiffness by a first deployment amount (see block 702); and deploying asecond flap (e.g., outboard flap 28) adjacent the first flap by a seconddeployment amount where the second flap is part of a second flapassembly (e.g., outboard flap assembly 29) having a second stiffness,the first stiffness of the first flap assembly being lower than thesecond stiffness of the second flap assembly and the first deploymentamount of the first flap being greater than the second deployment amountof the second flap (see block 704).

In some embodiments of method 700, the greater first deployment amountmay be adapted to at least partially compensate for a deflection of thefirst flap assembly relative to the second flap assembly when the firstflap is deployed and subjected to an aerodynamic load.

In some embodiments of method 700, a deployment difference between thefirst deployment amount and the second deployment amount may be adaptedto improve continuity between the first flap and the second flap whenthe first flap and the second flap are deployed and subjected to anaerodynamic load.

In some embodiments of method 700, the first flap may be double-slottedand second flap may be single-slotted.

In some embodiments of method 700, the first flap may be disposedinboard of the second flap relative to wing 12 of aircraft 10.

In some embodiments of method 700, outboard edge 62 of the first flapand inboard edge 64 of the second flap may be substantially parallelwhen the first flap and the second flap are substantially retracted.

In some embodiments of method 700, a first trailing edge portion of wing12 defined by the first flap may be non-parallel to a second trailingedge portion of wing 12 defined by the second flap.

In some embodiments of method 700, the second flap may be deployed in agenerally streamwise direction relative to wing 12.

In some embodiments of method 700, the first flap and the second flapmay be deployed simultaneously.

In some embodiments, method 700 may comprise determining the firstdeployment amount of the first flap based on an operating parameter(e.g., airspeed, measured deflection of a flap) of the aircraft.

FIG. 8 is a flowchart illustrating another exemplary method 800 fordeploying adjacent trailing edge flaps 26, 28 movably coupled to wing 12of aircraft 10 during flight where trailing edge flaps 26, 28 are partof different flap assemblies 27, 29 having different stiffnesses. Method800 may be conducted with flap system 30 described above or with anothersuitable system. Accordingly, aspects of flap system 30 described abovemay also apply to method 800 and vice versa. In various embodiments,method 800 may comprise: deploying a first flap (e.g., inboard flap 26)of a first flap assembly (e.g., inboard flap assembly 27) having a firststiffness to a first deployed position in response to a flap deploymentcommand (see block 802); and deploying a second flap (e.g., outboardflap 28) adjacent the first flap to a second deployed position inresponse to the flap deployment command where the second flap is part ofa second flap assembly (e.g., outboard flap assembly 29) having a secondstiffness, the first stiffness of the first flap assembly is lower thanthe second stiffness of the second flap assembly and the first deployedposition of the first flap is adapted to compensate for an expecteddeflection of the first flap assembly under an aerodynamic load toimprove continuity between the first flap and the second flap when thefirst flap and the second flap are deployed in response to the flapdeployment command (see block 804).

In some embodiments of method 800, the first deployment position of thefirst flap is adapted to compensate for different expected deflectionsof the first flap assembly and of the second flap assembly.

In some embodiments of method 800, the first flap is double-slotted andsecond flap is single-slotted.

In some embodiments of method 800, the first flap is disposed inboard ofthe second flap relative to the aircraft wing 12. An outboard edge 62 ofthe first flap and an inboard edge 64 of the second flap may besubstantially parallel when the first flap and the second flap aresubstantially retracted.

In some embodiments of method 800, a first trailing edge portion of theaircraft wing 12 defined by the first flap may be non-parallel to asecond trailing edge portion of the aircraft wing 12 defined by thesecond flap.

In some embodiments, method 800 may comprise deploying the second flapin a generally streamwise direction relative to the aircraft wing 12.

In some embodiments, method 800 may comprise determining the firstdeployment position of the first flap based on an operating parameter(e.g., airspeed, measured deflection of a flap) of aircraft 10.

The above description is meant to be exemplary only, and one skilled inthe relevant arts will recognize that changes may be made to theembodiments described without departing from the scope of the inventiondisclosed. For example, the blocks and/or operations in the flowchartsand drawings described herein are for purposes of example only. Theremay be many variations to these blocks and/or operations withoutdeparting from the teachings of the present disclosure. The presentdisclosure may be embodied in other specific forms without departingfrom the subject matter of the claims. Also, one skilled in the relevantarts will appreciate that while the systems, assemblies and methodsdisclosed and shown herein may comprise a specific number ofelements/components, the systems, assemblies and methods could bemodified to include additional or fewer of such elements/components. Thepresent disclosure is also intended to cover and embrace all suitablechanges in technology. Modifications which fall within the scope of thepresent invention will be apparent to those skilled in the art, in lightof a review of this disclosure, and such modifications are intended tofall within the appended claims. Also, the scope of the claims shouldnot be limited by the preferred embodiments set forth in the examples,but should be given the broadest interpretation consistent with thedescription as a whole.

1.-31. (canceled)
 32. A trailing edge flap system for a wing of an aircraft, the system comprising: a first flap assembly including a first flap movably coupled to a structure of the aircraft wing, the first flap assembly having a first stiffness, the first flap assembly being configured to guide the first flap to a first deployed position based on a flap deployment command; and a second flap assembly including a second flap movably coupled to the structure of the aircraft wing, the second flap being disposed adjacent the first flap, the second flap assembly having a second stiffness, the first stiffness of the first flap assembly being lower than the second stiffness of the second flap assembly, the second flap assembly being configured to guide the second flap to a second deployed position based on the flap deployment command, the first deployed position of the first flap being adapted to compensate for an expected deflection of the first flap assembly under an aerodynamic load to improve continuity between the first flap and the second flap when the first flap and the second flap are deployed based on the flap deployment command.
 33. The system as defined in claim 32, wherein the first deployment position of the first flap is adapted to compensate for different expected deflections of the first flap assembly and of the second flap assembly.
 34. The system as defined in claim 32, wherein the first flap is double-slotted and second flap is single-slotted.
 35. The system as defined in claim 32, wherein the first flap is disposed inboard of the second flap relative to the aircraft wing.
 36. The system as defined in claim 35, wherein an outboard edge of the first flap and an inboard edge of the second flap are substantially parallel when the first flap and the second flap are substantially retracted.
 37. The system as defined in claim 32, wherein a first trailing edge portion of the aircraft wing defined by the first flap is non-parallel to a second trailing edge portion of the aircraft wing defined by the second flap.
 38. The system as defined in claim 32, wherein the second flap is configured for generally streamwise deployment relative to the aircraft wing.
 39. The system as defined in claim 32, wherein: the first flap assembly comprises one or more first tracks for guiding the deployment of the first flap; and the second flap assembly comprises one or more second tracks for guiding the deployment of the second flap, the one or more first tracks and the one or more second tracks being at least partially embedded in the first flap and second flap respectively.
 40. An aircraft comprising the system as defined in claim
 32. 41. A method for deploying adjacent trailing edge flaps movably coupled to an aircraft wing during flight where the adjacent trailing edge flaps are part of different flap assemblies having different stiffnesses, the method comprising: deploying a first flap of a first flap assembly having a first stiffness to a first deployed position in response to a flap deployment command; and deploying a second flap adjacent the first flap to a second deployed position in response to the flap deployment command, the second flap being part of a second flap assembly having a second stiffness, the first stiffness of the first flap assembly being lower than the second stiffness of the second flap assembly and the first deployed position of the first flap being adapted to compensate for an expected deflection of the first flap assembly under an aerodynamic load to improve continuity between the first flap and the second flap when the first flap and the second flap are deployed in response to the flap deployment command.
 42. The method as defined in claim 41, wherein the first deployment position of the first flap is adapted to compensate for different expected deflections of the first flap assembly and of the second flap assembly.
 43. The method as defined in claim 41, wherein the first flap is double-slotted and second flap is single-slotted.
 44. The method as defined in claim 41, wherein the first flap is disposed inboard of the second flap relative to the aircraft wing.
 45. The method as defined in claim 44, wherein an outboard edge of the first flap and an inboard edge of the second flap are substantially parallel when the first flap and the second flap are substantially retracted.
 46. The method as defined in claim 41, wherein a first trailing edge portion of the aircraft wing defined by the first flap is non-parallel to a second trailing edge portion of the aircraft wing defined by the second flap.
 47. The method as defined in claim 41, comprising deploying the second flap in a generally streamwise direction relative to the aircraft wing.
 48. The method as defined in claim 41, comprising determining the first deployment position of the first flap based on an operating parameter of the aircraft.
 49. The method as defined in claim 41, comprising determining the first deployment position of the first flap based on an airspeed of the aircraft. 50.-56. (canceled) 